Ignition governor



March 12 1940- R. H. suMMElas` Erm. 2,192,957

' IGNITION GOVERNOR original Filed Nav. 19, 1934 y sheets-sheet' 1 ,[72 ven Z'ors /QHP/f #50M/Vga), (2M/fafa (In my BY ATTORNEY,

Marh1z,194o. Y R, H $UMMERS TAL 2,192,957

IGNITION acavrsmlcm Original Filed NGV. 19. 1934 3 Sheets-Sheet 2 Eng/v5 R. E M.

ATTORNEY.

Mardi 12, 1940- R. H. suMMERs er AL 2,192,957

IGNITION Govnnon orsgmnl Filed Nav. 19, 1954 s sneetssn`eet s .98 @UFF C. 554. v//v Patented` Mar. 12, 1940 amm IGNITION G GYEBNOB nalpn n. summers ma camu-a coivm, neu-oit,

Mich., assigner to Geo. M. and Earl Holl Engineering, Detroit, Mich., n trust Application November 19, 1934, Serial-No. 753,790.

' Renewed July 10, v193'! 6 Claims. (Cl. 12S-117) This invention relates to governors for auto-V mobile ignition circuit breakers. 'Governors of this type have been designed for the last twenty years to advance with speed and to retard with load. However, the highest possible advance of the ignition under throttle has been limited to the highest possible advance with the carburetor throttle wide open. It is also desirable to have the minimum advance when idling and to advance the ignition where the load is first applied.

The prior art devices are all designed to solve aspecic problem. The applicants invention presents a complete solution of a complicated -pro lem. The object'of thisinvention is therefore to improve the construction of a centrifugally operated and load controlled governor designed to advance the timing of the ignition of an internal combustion engine Awhenever the load is reduced or the speed is increased. Speciiically this object is accomplished by arranging so that the full load advance at minimum speed is greater than the no load advance at minimum speed and that the maximum advance at road load is higher than the maximum advance at full load.

An additional object is to accomplish the de'- sired result by means of the inlet vacuum. Here'- tofore the vacuum control means have either retarded the ignition for idling or have advanced the ignition for light'loads at running speeds.

Fig. 1 shows a. cross sectional view takenon plane I--I of Fig. 2.

Fig. 2 is a cross sectional plan view taken on plane 2 2 of Fig. 1. This figure shows the low speed control means active at fullload to advance the ignition.

Fig. -3 is a cross sectional plan view also taken on plane 2-2 of Fig. 1. This shows the load control means active at high speed to retard the ignition.

Fig. 4 is a cross sectional plan view taken on plane 2-2 of Fig. 1. This gure shows the load control means inactive and the engine running at high speed with maximum advance.'

Fig. 5 shows a partial-plan view looking upward on plane 5-5 of Fig. 1.

Fig. 6 shows in elevation the cam and cam plate.

Fig. 7 shows a plan view of the cam and cam plate.

Fig. 8 shows in elevation the. governor control plate.

Fig. 9 shows a plan View looking down on the governor control plate. 1

Fig. 10 shows the driving shaft with the gov-l ernor weights mounted thereon.

Fig. 11 shows the plan view of the driving shaft with governor weights. Y

Fig. 12 shows approximately the type vof gov- 5 ernor control characteristic obtainable with this governor, the low speed portion being slightly distorted. y

Figure 13 shows the combination of our device with anordinary internal combustion engine inlet manifold and carburetor.

.Dasciurrron In the' ngures, ll is the driving shaft, I u is the l driving ear therefor, I2. an extension of the l5 tributo'r details are no part'of this invention.

In, Figures 1o and 11, 201s a plate ngid1y con- 25 nected toll and carrying two pins 25 and 28.

These pins have mounted thereon two centrifugal weights 26 and 29. These pins 25 and 28 extend upwards and engage with the governor control pate n (Fig. e) through the holes as and 3s. it 80- will be noticedthat these holes 35 and 36 are considerably larger than the vpins-25 and 28 which engage with them. Except when in the extreme positions Figures 2, 3 and!! the pins 25 and 28 can movev freely in the large openings35 and 36. 35 i A second pair of pins 3| and 32 are mounted on the governor weights 25 Vand 29 and also pass Athrough the engine control plate v33 and extend therefrom to engage with the cam control plate 38. This cam control plate has two inclined slots 40 49 and 5|! and the radial movement of the pinsl 3l and 32 in the slots in 38 and the inclination of .these slots 49 and 50 determines the number of degrees that the cam 39 is advanced, theI cam being riveted to the plate 38. 45v

`'I'his cam operates the circuit breaker mechanism in Figure 5 and engages with the rocker arms 4I and 52 which are mounted onA the pin 42 and which are controlled by a iiat conducting spring 5I insulated and mounted at 4.3.and con- 50 nected through an element 53 to a. terminal 54 `which is-connected to 55 to a condenser not shown. The rocker arms are made of insulating material so that the current connected with the conductor 5I is only groundedv when the cam 39 5 6 is disengaged from the rocker arms ci and 52. This breaker mechanism is no part of this invention. f

Governor control clined ramps 't3 and tl. Under certain conditions the pins t2 and 32 engage with the inside, inclined rams 45 and it ,and under other conditions they engage with the outside. inclined ramps 3G and di. Connected with the plate t3 are the governor springs tt, ti, tti and t9. These are bolted to ears connected to the plate 83. These ears are numbered t3 and d2. A spacer tl is provided between t@ and ti.- and a spacer t5 is provided between the springs t@ and E3. These springs engage with the governor arm extensions 3@ and 2l (see Fig. il). These' springs are no part of my invention and coil' springs of well known types may be substituted therefor.

A friction control .is shown in Figures 1, 2 and 4 which comprises a friction pad it connected to a piston it which slides in a cylinder l2 and is controlled by a spring i3 which abuts against the cylinder cover it which is connected with the inlet manifold of an engine (not shown). The function of this piston and friction device to apply the governor load as a factor in combina tion with the governor speed, is also well miown and is no part of my invention.

In Fig. 12, A, E, F, D represent the desired road curve, that is to-say, the governor advances from the idle position of zero and then increases to nearly 40 degrees at 2500 R. P. M. and as the throttle is opened falls to 30 degrees at 3500 R. P. M. wide open throttle (D).

degrees higher than D so that the maximum road load advance exceeds the maximum wide open advance. Figure 13 shows the vacuum piston cover id connected through a pipe it with a mixture manifold mi to which is connected `the throttle flange 32 in which is mounted the throttle H03 to which is connected the venturi i, in the throat of which discharges the fuel nozzle H15 which obtains its fuel from the float chamber it@ to which is connected the fuel pipe itl.

OrnsA'rIoN The operation of the breaker mechanism and the distributor mechanism is no part of this invention and will therefore not be discussed. Considering the governor mechanism at low engine speed without any load: the springs Si and 58 are strong enough to hold the governor weights 228-29 in the enclosed positions. That is, in the position corresponding to point A of Fig. 12. The governor control plate is free owing to the high vacuum which exists in the inlet manifold when the throttle is shut so that the friction pad 'i0 is drawn away from the edge of the governor control plate 33. As the engine speeds up the governor Weights rst overcome the outer spring 6l and than the stiffer inner spring 60. The pins 32-3! therefore progressively advancethe cam 39 as they move out radially under the influence of the centrifugal force and engage with the slots 49 and 50 (Figure 7) When the load is applied at minimum engine speed, say at 200 revolutions per minute then the plate 33 is held by the friction pad it. This forces the pins 3| and 32 outward slightly because the ramps 45 and d6 engage with the pins 3l and 32. This produces the sudden advance, A to B. Centrifugal force is still too weak to overcome the spring tension and the friction of the pad 'lll and, hence, the governor characteristic remains horizontal on B-C (Figure 12). At C, say at 400 R. P. M., the centrifugal force of the governor weights overcomes both the springs and the friction and the ignition is advanced as the weights are thrown out in the well known manner. This produces the characteristic governor curve C-D. The reason why the ignition advance is limited to the point D is because the friction of l@ against the plate 33 causes the plate 33 to engage with the pin and thus the outer ramps il and d@ engage with the pins 3| and 32 and this ramp which is in the opposite direction tothe ramps il@ and il has a tendency to push the weights in and to thus retard the time of ignition.

At the low load wide open throttle (Fig. 4) `the friction load is removed and the pins 3| and 32 move out to the greatest possible degree as limited only bythe slots t9 and 5G (Fig. 7) the ramps el and t8 then being inoperative to interfere with the free movements of the weights which thereupon y out to their extreme outermost position and thus give the ignition the maximum possible advance.

The separation of the curve A, E, F, D, from the curve B, C, D, is limited among other things by the clearance between the pins/25 and 28 in the holes 35 and 36.

The extreme movement of the pins 3i and 32 in the slots @-50 is determined by the movement of the pins Bil-32 against the ramps All, t6, 48 and l5 but this movement is limited by the slope of these ramps and the clearance of the pins 25- 2li in the holes 35,-36.

What we claim is:

l. In an ignition advance mechanism vfor a throttle" controlled internal combustion engine adapted for use on an automobile having a spring controlled centrifugal governor adapted to ad- Vance the time of ignition and having means responsive to the reduction in engine suction upon opening the throttle for increasing the tension on the governor spring comprising movable stop means for limiting the movement of the governor,

said stop means being also responsive to the decrease in suction upon opening the throttle whereby the ignition mechanism at wide open throttle position has a lower maximum advance than is permitted under closed throttle conditions.

2. In an ignition advance mechanism for a throttle controlled internal combustion engine adapted for use on an automobile having a spring controlled centrifugal governor 4adapted to advance the time of ignition, driving means therefor, a plate having a loose driving connection with said driving means, means for limiting the angular movement of said plate relative to said driving means, said spring being adapted to be anchored to said plate, stop means for said governor located on said plate, and means responsive to the engine suction created by the throttle for moving the plate within the range of the loose driving connection relative to the governor whereby the stop means are moved to reduce the maximum movement of the governor Weight when the encentrifugally controlled governor weights mount# ed on said driving shaft and adapted to engage with said cam comprising a pair of governor weights mounted on pivots parallel with and con-l nected to said driving shaft, a governor ccntrolled plate interposed between the weights andl the circuit breaker, a loose driving connection between this plate and the driving shaft so as to permit a limited movement between the plate and the driving shaft, means responsive to the reduction in suction created by opening the throttle for checking the rotation of this plate relative to the drivingmeans, pins projecting from the governor weights, openings in the control plates adapted to embrace said pins, inclined ramps forming the walls of said openings and adapted to act as stops for said pins, so as to limit the outward movement of the governor weights when the rotation of the control plate is checked by the loadresponsive means, oppositely inclined ramps forming the inner walls of said openings adapted to limit the inward movement of the governor weights when the rotation of the control plate is checked when the throttle is opened, spring means mounted on said control plate adapted to engage with said weights whereby the spring tension on the governor weight is stiiIened when the throttle is opened and the suction reduced, and driving means comprising a slotted plate connected to the circuit breaker cam and engaging with the pins projecting from and operated by the governor weights.

4. Ignition control means for a throttle controlled internal combustion engine adapted to be installed in an automobile comprising a governor with a weight mounted on a pivot parallel to and connected with a rotating shaft, a pin mounted on said governor weight, a governor controlled plate also mounted on said shaft. a loose driving connection between the plate and the driving shaft so as to permit a limited movement between the plate and the driving shaft, a spring mounted on said plate adapted to engage with said weight, an opening in said plate through which the governor pin extends, oppositely inclined ramps forming the walls of said openings and adapted to form stops for the movement of said pin, means re sponsive to the reduction in suction created by opening the throttle for opposing the rotation of said control plate and of said inclined ramps whreby the maximum and minimum movements of the governor weight are positively limited at full load as determined by the relative movement of the control plate and the drive shaft and the inclination ofthe inclined ramps inesaid plate.

5. In an ignition advance mechanism for a throttle controlled internal combustion engine adapted to be installed in'an automobile comprising a spring controlled 4 centrifugal governor adapted to advance the time of ignition, movable stops adapted to limit the movement of the governor both when the centrifugal force is weakest and when the centrifugal force is strongest, and means responsive to the reduction in suction created by opening the throttle adapted to move said movable stops.

6. In combination with a centrifugal governor adapted to advance the time of ignition with an increase in speed of a throttle controlled internal combustion engine adapted to be mounted in an automobile, movable governor control means therefor adapted to be placed in two positions so that when in its rst position it permits the maximum retardation of the time of ignition at minimum engine speed and also permits the maximum advance in the timeof ignition at'maximum engine speedl and when in its second position it positively limits both the degree of retardation and the degree of advance and also the rate of advance with speed, and means responsive to the reduction in suction created by opening the throttle adapted to move the governor controlled means from its rst position to its second position.

CLIFFORD COLVIN. RALPH H. SUMMERS. 

